DE102013108455B4 - Double clutch - Google Patents

Abstract

Dual clutch transmission (20) with - an input shaft arrangement which has a first input shaft (22) and a second input shaft (24); - a first partial transmission (26) which is assigned to the first input shaft (22), and a second partial transmission (28) which is assigned to the second input shaft (24), - a first output shaft (30) and a second output shaft (32) , the output shafts (30, 32) each having an output gear (56, 58) assigned to it, - a plurality of gear sets (40 ', 44', 48 ', 52', 84), each of which has an idler gear and an engaging gear have stationary fixed gear, a first gear set (40 ') of the gear sets being assigned to one (28) of the sub-transmissions and having an assigned first idler gear (68') which is rotatably mounted on one (32) of the output shafts, a second gear set ( 84) of the gear sets is assigned to the other sub-transmission (26) and has an assigned idler gear (72 ') which is rotatably mounted on the same output shaft (32), the first idler gear (68; 68) assigned to the first gear set (40') ') and the idler gear (72') assigned to the second gear set (84) via a e lock-up clutch (64 ', B) can be connected to one another in order to set up a winding gear stage (1), the first gear set (40') having a second idler gear (78 ') which is rotatably mounted on the other output shaft (30) and is operated by means of a associated clutch (42 ') can be connected to this in order to achieve a gear step (3; 5), the idler gear (72 ') assigned to the second gear set (84) being connected to a hollow shaft section (96), on the outer circumference of which the first idler gear (68') assigned to the first gear set (40 ') is rotatably mounted, with the first idler gear (68 ') assigned to the first gear set (40') and the idler gear (72 ') assigned to the second gear set (84) are arranged directly adjacent to one another in the axial direction, one idler gear (49; 86) of a further gear set ( 48 '; 52') which is assigned to the other partial transmission (28) is arranged in the axial direction directly adjacent to the idler gear (72 ') which is assigned to the second gear set (84).

Description

Field of invention

The present invention relates to a dual clutch transmission with an input shaft arrangement which has a first input shaft and a second input shaft, with a first sub-transmission which is assigned to the first input shaft, and with a second sub-transmission which is assigned to the second input shaft, with a first output shaft and a second output shaft, each output shaft being assigned an output gear, with a plurality of gear sets each having an idler gear and a fixed gear engaged therewith, a first gear set of the gear sets being assigned to one of the sub-transmissions and having an assigned first idler gear, which is rotatably mounted on one of the output shafts, a second gear set of the gear sets is assigned to the other sub-transmission and has an assigned idler gear that is rotatably mounted on the same output shaft, the first idler gear assigned to the first gear set and that of the second gear set assigned idler gear can be connected to one another via a lock-up clutch in order to set up a winding gear stage.

State of the art

Double clutch transmissions are generally known, in particular for use in motor vehicles, such as passenger cars. These have two sub-transmissions, with one sub-transmission, for example, being assigned the even gear steps, and the other sub-transmission being assigned the odd gear steps. The input shafts can be connected to a double clutch arrangement, which has two friction clutches that can be controlled independently of one another. Drive power is actively routed via a partial transmission. A gear step can then be preselected in the respective inactive sub-transmission. By overlapping actuation of the two friction clutches, gear changes can be carried out without interruption of traction.

Double clutch transmissions of this type are generally designed as spur gears in countershaft design. It is generally known for installation in the longitudinal direction in a motor vehicle to arrange an input shaft arrangement coaxially to an output shaft arrangement, the dual clutch transmission in this case having a countershaft. Such double clutch transmissions are very long in the axial direction.

In particular for front-transverse installation in motor vehicles, it is known to equip such double clutch transmissions with two countershafts which are aligned parallel to one another and are each firmly connected to an output gear. The output gears of the countershafts, which are also referred to as output shafts, are in this case frequently in engagement with a drive wheel for a differential, by means of which drive power is distributed to driven wheels.

Such a double clutch transmission is for example from the document

DE 10 2008 050 964 A1 known. This document also discloses a switchable double wheel with a first wheel body and a second wheel body, which can be coupled to one another in a rotationally fixed manner, a bearing sleeve which is provided in a rotationally fixed manner with the first wheel body and has a first bearing area for supporting the second wheel body. A clutch for the non-rotatable coupling of the wheel bodies is arranged between the two wheel bodies when viewed in the axial direction.

Further dual clutch transmissions with three shafts are known from the documents DE 10 2004 043 939 A1 and DE 36 10 269 A1 .

In general, the space available in an engine compartment for such double clutch transmissions is tight. Accordingly, there is generally a need to make such a dual clutch transmission as short as possible axially and as compact as possible radially.

The measure of connecting a first idler gear assigned to the first gear set and an idler gear assigned to the second gear set via a lockup clutch in order to set up a winding gear step means that one gear set or at least one idler gear can be saved.

By providing a lock-up clutch in the area of one output shaft, it is possible that significantly more clutches, such as shift clutches, are arranged on one output shaft than on the other output shaft. Overall, this increases the axial installation space.

Furthermore, in many cases it is necessary here to equip the idler gear assigned to the second gear set on both axial sides with coupling means, such as a coupling body, one of the coupling means being assigned to the lock-up clutch and the other coupling means then generally serving to support this second Gear ratio assigned to the gear set to be engaged and disengaged. This results in a complicated production and a high complexity of the double clutch transmission.

The document DE 10 2011 006 082 A1 discloses, for example, a dual clutch transmission with two clutches for a vehicle, the input sides of the clutches being connected to a drive shaft and the output sides being connected to one of two transmission input shafts arranged coaxially to one another. Furthermore, two countershafts arranged parallel to one another are provided, each of which can be coupled to the transmission input shafts and to the output shaft, for example via spur gear stages, so that several input constants or drive ratio constants and several output constants or output ratio constants are implemented. Several switching elements are provided for switching the idler gears provided on the shafts and also for connecting shafts to one another. This means that several forward gear ratios and several reverse gear ratios can be shifted. The double clutch transmission is characterized in particular by a high number of gears with a compact arrangement due to a maximum of four double gear planes. The compact arrangement results in particular from the fact that the provided drive and output gear ratios, which are preferably designed as spur gear stages, can now be selected or switched independently of one another, so that the resulting gear ratios are multiplied through the combination of different drive and output constants to let.

The document DE 10 2012 019 892 A1 discloses, for example, a dual clutch transmission with an input clutch that has two powershift clutches arranged in parallel in the power flow for sequential switching of forward gears, with a first input shaft that is connected to the first powershift clutch, with a second input shaft that is connected to the second powershift clutch, with two countershafts offset parallel to the input shafts and with an output gearwheel level, four gearwheel levels arranged one behind the other along a main direction of extent and eight switching units which are provided to form the at least eight forward gears.

The document further discloses DE 10 2013 207 691 A1 For example, a double clutch transaxle that provides eight forward gear ratios and two reverse gear ratios. The gears are arranged in seven gear levels. Four coupler assemblies are arranged to selectively engage each adjacent pair of the eight forward gear ratios sequentially to permit shifting between the eight forward gear ratios with continuous torque transmission through the transaxle.

Summary of the invention

Against this background, the object of the invention is to specify an improved dual clutch transmission.

This object is achieved in the aforementioned dual clutch transmission in that the first gear set has a second idler gear that is rotatably mounted on the other output shaft and can be connected to it by means of an associated clutch in order to engage a gear stage associated with the first gear set.

As a result of this measure, the first gear set has a fixed gear, which is preferably rigidly connected to one of the input shafts, and a first idler gear that is rotatably mounted on one output shaft and a second idler gear that is rotatably mounted on the other output shaft. The idler gear rotatably mounted on one output shaft is provided to set up a bridging between the partial transmissions in order to realize a winding gear step. The second idler gear is provided for engaging and disengaging the gear that is assigned to the first gear set.

As a result, the clutches of the dual clutch transmission can be distributed more evenly over the two output shafts, so that overall an axially shorter installation space is possible.

The first and the second input shaft are preferably arranged coaxially to one another, one of the input shafts being arranged as a hollow shaft around the other input shaft.

The plurality of gear sets each have a fixed gear. The fixed gears are preferably rigidly or rotatably coupled to the first or the second input shaft. The idler gears of the wheel sets are preferably each rotatably mounted on one of the output shafts.

In order to set up the winding gear stage, it goes without saying that not only the lock-up clutch, which quasi connects the first and the second sub-transmission with one another, but also another gear stage is to be engaged in the other sub-transmission.

It goes without saying that either a single winding step or a plurality of winding steps can be implemented by means of the lock-up clutch.

It is particularly preferred if a winding gear stage, which is the forward gear stage 1, which is usually used for starting the motor vehicle.

The dual clutch transmission preferably has five, six, seven or more forward gear stages and at least one reverse gear stage.

It is also particularly advantageous if an idler gear for the reverse gear is assigned to a gear set by means of which a forward gear is also set up. This forward gear can be forward gear 2, for example. Here it is also possible that the idler gear assigned to the reverse gear is rotatably mounted on one of the output shafts, whereas the idler gear assigned to gear stage 2 is rotatably mounted on the other output shaft, the idler gears of the reverse gear stage and the forward gear stage 2 being in engagement with one another in this way to be able to implement a reversal of the direction of rotation for the reverse gear stage without a separate direction of rotation reversing shaft being provided. This can contribute to a radial compactness of the double clutch transmission.

The shift clutches used in the dual clutch transmission can be claw clutches, but are preferably synchronous shift clutches, in particular with locking synchronization. According to the invention, the idler gear assigned to the second gear set is connected to a hollow shaft section, on the outer circumference of which the first idler gear assigned to the first gear set is rotatably mounted.

In this way, the lock-up clutch can be arranged on a different axial side of the first idler gear assigned to the first gear set than the idler gear assigned to the second gear set.

In particular, an idler gear arrangement can be used that has a primary idler gear rotatably mounted on a shaft and a secondary idler gear, the primary idler gear being rigidly connected to a hollow shaft section, the secondary idler gear being rotatably supported on an outer circumference of the hollow shaft section and wherein a clutch for non-rotatably connecting the primary idler and the secondary idler is arranged on an axial side of the secondary idler facing away from the primary idler. By the measure, the clutch for connecting the idler not between the idler, but on one To arrange the axial side of the two idler gears, there is increased flexibility in the arrangement and assignment of clutches in a transmission, in particular a dual clutch transmission.

According to the invention, the first idler gear assigned to the first gear set and the idler gear assigned to the second gear set are arranged directly adjacent to one another in the axial direction.

In this way, too, the dual clutch transmission can be implemented in an axially compact manner.

Furthermore, according to the invention, a loose wheel of a further gear set, which is assigned to the other partial transmission, is arranged in the axial direction directly adjacent to the loose wheel, which is assigned to the second gear set.

In this embodiment, the idler gear assigned to the second gear set can consequently be arranged in the axial direction directly between two further idler gears.

A directly adjacent arrangement is intended to mean in the present case that, in particular, no clutch is arranged between the idler gears. It goes without saying that, for relative rotatability, axial bearings, thrust washers or the like may be arranged between the idler gears, this being included in the term “direct proximity”.

According to a preferred embodiment, the clutch assigned to the second idler gear of the first gear set and a clutch for an idler gear of a gear set assigned to a further gear stage of one sub-transmission are integrated in a first clutch set.

As a result of this measure, the installation space available in the area of the other output shaft can be used effectively, so that an axially compact design can be implemented.

It is particularly advantageous here if the clutch for connecting the primary idler gear and the secondary idler gear with another clutch is integrated in a clutch pack.

By integrating two clutches in one clutch pack, the axial installation space can be reduced. On the other hand, the number of elements required for actuating the clutches can be reduced.

In the present case, a clutch pack is understood to mean an arrangement of two clutch clutches which can be actuated by means of a single element, such as a shift sleeve, the element being offset in one axial direction for engaging one clutch and in the other axial direction for engaging the other clutch .

It is therefore particularly advantageous in the dual clutch transmission according to the invention if a clutch assigned to the second gear set and the lock-up clutch are integrated in a second clutch pack.

It is also advantageous if the idler gear assigned to the second gear set is arranged on an axial side of the first idler gear assigned to the first gear set, and if the second clutch pack is arranged on the other axial side of the first idler gear assigned to the first gear set.

Overall, this results in a compact design.

According to a further preferred embodiment, which is assigned to the first and the second aspect of the present invention, the first clutch pack and the second clutch pack are aligned with one another in the axial direction.

In this way, the actuation of the clutch packs can be simplified, and an axially compact design can be achieved if necessary.

It is advantageous if the further gear set is assigned to a forward gear stage or if the further gear set is allocated to a forward gear stage and a reverse gear stage.

This can also contribute to an axially compact design.

According to a further overall preferred embodiment, a parking lock gear is fixed on one drive shaft.

One drive shaft is preferably arranged closer to an actuator than the other drive shaft, so that the parking lock of the dual clutch transmission can be more easily actuated by this measure. On the other hand, the space available in the area of one drive shaft can be better utilized in this way, so that an axially compact design results.

It is particularly advantageous if the parking lock gear is arranged in the axial direction between the first idler gear of the first gear set and the output gear of one drive shaft.

It goes without saying that the features mentioned above and those yet to be explained below can be used not only in the respectively specified combination, but also in other combinations or alone, without departing from the scope of the present invention.

Figure list

• 1 eine schematische Längsschnittansicht eines Antriebsstranges eines Kraftfahrzeuges mit einer ersten Ausführungsform eines Doppelkupplungsgetriebes;
• 2 eine schematische Längsschnittansicht durch eine Ausführungsform eines erfindungsgemäßen Doppelkupplungsgetriebes;
• 3 eine schematische Längsschnittansicht durch eine weitere Ausführungsform eines erfindungsgemäßen Doppelkupplungsgetriebes; und
• 4 eine schematische Längsschnittansicht durch eine weitere Ausführungsform eines erfindungsgemäßen Doppelkupplungsgetriebes.

Exemplary embodiments of the invention are shown in the drawing and are explained in more detail in the following description. Show it:

• 1 a schematic longitudinal sectional view of a drive train of a motor vehicle with a first embodiment of a dual clutch transmission;
• 2 a schematic longitudinal sectional view through an embodiment of a dual clutch transmission according to the invention;
• 3 a schematic longitudinal sectional view through a further embodiment of a dual clutch transmission according to the invention; and
• 4th a schematic longitudinal sectional view through a further embodiment of a dual clutch transmission according to the invention.

Detailed description of the invention

In 1 a drive train for a motor vehicle is shown schematically in longitudinal section and generally with 10 designated. The drive train 10 includes a drive motor 12 like an internal combustion engine. Furthermore, the drive train 10 a double clutch arrangement 14th on that a first friction clutch 16 and a second friction clutch 18th includes. Input links of the two friction clutches 16 , 18th are connected to a drive shaft of the drive motor 12 connected.

Furthermore, the drive train 10 a dual clutch transmission 20th on, which has an input shaft assembly with a first input shaft 22nd and a second input shaft 24 having. The first input shaft 22nd is with an output member of the first friction clutch 16 connected. The second input shaft 24 is with an output member of the second friction clutch 18th connected. The first input shaft 22nd is designed as an inner shaft. The second input shaft 24 is designed as a hollow shaft arranged concentrically therewith.

The dual clutch transmission 20th has a first partial transmission 26th on, which is assigned to the even gear steps, and a second partial transmission 28 which is assigned to the odd gear steps.

The dual clutch transmission also has 20th a first countershaft in the form of a first output shaft 30th and a second countershaft in the form of a second output shaft 32 on. The Output shafts 30th , 32 are each aligned parallel to the input shaft assembly.

The output shafts 30th , 32 are via a drive wheel set 34 with a differential 36 of the drive train 10 connected, by means of its drive power on two driven wheels 38L , 38R is distributable.

The dual clutch transmission 20th has a plurality of wheel sets, each of which has at least one fixed gear and at least one idler gear. The fixed gears of all gear sets are preferably rotationally fixed to the first input shaft 22nd or with the second input shaft 24 connected. The idler gears are then each rotatable on the first output shaft 30th or the second output shaft 32 arranged.

The gear sets can have a fixed gear and an idler gear. In some cases, a gear set can also be a fixed gear and a loose gear on the first output shaft 30th and an idler gear on the second output shaft 32 have, so that there is a so-called double use, that is, a fixed gear is assigned to two gear steps. This is in 1 but not shown in detail.

1 shows some gear sets of the dual clutch transmission, with only a few gear sets being shown for reasons of clarity. In particular shows 1 no gear set for a reverse gear.

Starting from an input of the double clutch transmission 20th that of the dual clutch arrangement 14th is facing, has the dual clutch transmission 20th a wheel set 40 on that of the gear step 5 assigned. The wheelset 40 includes a fixed gear that connects to the second input shaft 24 is connected, as well as one on the second output shaft 32 mounted idler gear, which by means of a clutch 42 with the second output shaft 32 is connectable.

Also includes the dual clutch transmission 20th a wheel set 44 that of the gear step 3 assigned. In the axial direction from the input of the dual clutch transmission 20th seen from side 6th --- () behind the gear set for the gear position 3 is a wheel set 48 for the gear step 4th provided which has a fixed gear connected to the first input shaft 22nd is connected, as well as an idler gear that is attached to the second output shaft 32 is rotatably mounted and that by means of a clutch 50 with the second output shaft 32 is connectable.

Also includes the dual clutch transmission 20th a wheel set 52 for the gear step 2 , the one with the first input shaft 22nd connected fixed gear and one on the first output shaft 30th having rotatably mounted idler gear, which by means of a clutch 54 with the first output shaft 30th is connectable. The sequence of the above-mentioned elements of the dual clutch transmission 20th in the axial direction from the input of the dual clutch transmission 20th seen from the following: wheelset 40 , Clutch 42 , Wheelset 44 , Wheelset 48 , Clutch 50 , Wheelset 52 , Clutch 54 .

At the ends of the output shafts 30th , 32 that is the input of the dual clutch transmission 20th are turned away, is the first output shaft 30th with a first output gear 56 of the drive gear set 34 connected, and the second output shaft 32 is with a second output gear 58 of the drive gear set 34 connected. The differential 36 has a differential input member 60 in the form of a differential gear (for example ring gear or the like), which is connected to both the output gear 56 as well as with the output gear 58 is engaged, as in 1 is indicated schematically.

The dual clutch transmission 20th also has a lock-up clutch 64 , B on that on the second output shaft 32 is provided and is designed for the first partial transmission 26th and the second partial transmission 28 to connect with each other, so that a winding gear stage to set up the forward gear stage 1 is realizable, as it is in 1 schematically at 66 is shown.

More precisely, the lock-up clutch is used 64 in addition, a first idler wheel 68 of the gear set for the forward gear 3 with a loose wheel 72 of the wheelset 48 for the forward gear 4th connect to. The idler wheel is as shown 68 for the forward gear 3 with a fixed gear 70 of the wheelset 44 engaged on the second input shaft 24 is fixed. The idler wheel is in a corresponding manner 72 of the wheelset 48 with a fixed gear 74 engaged on the first input shaft 22nd is fixed rotatably.

The power flow for setting up the winding gear stage (forward gear stage 1 ) consequently goes from the second friction clutch 18th via the second input shaft 24 , the wheelset 44 who have favourited the lock-up clutch 64 , the wheelset 48 towards the first input shaft 22nd , and from there over the wheelset 52 for the forward gear 2 when the clutch is closed 54 towards the drive wheel set 34 .

With the dual clutch transmission 20th of the 1 it is also provided that the wheelset 44 for the forward gear 3 a second idler wheel 78 having rotatable on the first output shaft 30th is stored. Furthermore, one is the forward gear 3 assigned clutch 80 to connect the second idler gear 78 of the wheelset 44 on the first output shaft 30th arranged.

This measure makes it possible to display the gear steps of the dual clutch transmission 20th required clutches better on the two output shafts 30th , 32 to distribute. Because if the second idler 78 would not be provided, the clutch would have to 80 to engage the forward gear 3 also on the second output shaft 32 be arranged.

In the 2 to 4th further embodiments of drive trains with dual clutch transmissions are shown, which in terms of structure and mode of operation generally correspond to the dual clutch transmission of 1 correspond. The same elements are therefore provided with the same reference symbols. The main differences are explained below.

The in 2 Powertrain shown 10 ' has a dual clutch transmission 20 ' on, which has six forward gear stages and one reverse gear stage.

Starting from one of the double clutch arrangements 14th remote end of the double clutch transmission 20th this includes a wheel set 52 ' that of the forward gear 2 and the reverse gear stage R is assigned. In the direction of the entrance of the dual clutch transmission 20 ' this also includes a wheel set 48 ' for the forward gear 4th , a set of wheels 84 for the forward gear 6th , a set of wheels 40 ' for the forward gear 5 as well as a wheel set 44 ' for the forward gear 3 .

A clutch for engaging and disengaging the forward gear 6th is at 85 shown.

The wheelset 52 ' includes a loose wheel 86 on the second output shaft 32 is rotatably mounted and by means of a clutch 88 is connectable with this. The wheel set also includes 52 ' a loose wheel that on the first output shaft 30th rotatably mounted and by means of a clutch 54 ' with this is connectable to the forward gear 2 set up. The idler wheel 86 and the other idler wheel of the wheelset 52 ' can be in engagement with each other in order to reverse the direction of rotation to set up the reverse gear stage R without having to provide a direction of rotation reversing wheel.

The wheelset 48 ' for the forward gear 4th has a loose wheel 49 on, the rotatable on the second output shaft 32 is stored and by means of a clutch 50 ' is connectable with this. The clutches 88 , 50 ' are integrated in a common clutch package.

Between the output gear 58 the second output shaft 32 and the wheelset 40 ' (seen in the axial direction) is a parking lock gear 90 non-rotatably with the second output shaft 32 connected.

The present is a loose wheel 68 ' of the wheelset 40 ' (assigned to the gear 5 ) and a loose wheel 72 ' of the wheelset 84 by means of the lock-up clutch 64 ' , B can be connected to one another to create a winding gear stage for setting up the forward gear stage 1 set up.

A loose wheel arrangement according to the invention is provided, which has a primary loose wheel in the form of the loose wheel 72 ' of the wheelset 84 having. The idler wheel 72 ' is rigid with a hollow shaft section 96 connected, the coaxially around the second output shaft 32 is arranged around. The idler wheel 68 ' of the wheelset 40 ' is rotatable as a secondary idler gear on the hollow shaft section 96 stored.

The lock-up clutch 64 ' , B is on the idler wheel 72 ' of the wheelset 84 facing away from the axial side of the idler gear 68 ' of the wheelset 40 ' arranged. This is the idler wheel 68 ' and the idler wheel 72 ' arranged directly adjacent to one another.

Furthermore, there are also the idler gear 49 of the wheelset 48 ' and the idler wheel 72 ' of the wheelset 84 arranged directly adjacent to one another. In other words, the idler wheel is 72 ' directly between the idler gears 49 , 68 ' on the second output shaft 32 rotatably mounted.

The clutch 85 to connect the idler wheel 72 ' of the wheelset 84 for the forward gear 6th is with the lock-up clutch 64 ' , B integrated into a clutch pack on the idler gear 72 ' facing away from the axial side of the idler gear 68 ' of the wheelset 40 ' .

The parking lock wheel is between the clutch pack formed in this way 64 ' , B, 85 , which can be actuated by means of a single actuating member (shift sleeve), and the output gear 58 arranged.

The wheelset 40 ' for the forward gear 5 includes in addition to the fixed gear 70 ' , the one with the second input shaft 24 connected, and the idler wheel 68 ' , which is rotatable on the second output shaft 32 (or on the outer circumference of the hollow shaft section 96 ) is rotatably mounted, another idler wheel 78 ' , the one with the fixed gear 70 ' is engaged and rotatable on the first output shaft 30th is stored. Between the idler wheel 78 ' of the wheelset 40 ' and a loose wheel of the wheelset 44 ' for the forward gear 3 is a clutch pack 42 ' , 80 ' for engaging and disengaging the forward gear stages 5 , 3 arranged. The clutch package 42 ' , 80 ' is seen in the axial direction with the clutch pack 64 ' , B, 85 aligned.

A clutch 54 ' that of the forward gear 2 is assigned, is on the side of the idler gear of the gear set facing the transmission input 52 ' arranged. That part of the wheelset 52 ' the one with the first input shaft 22nd connected fixed gear and that on the first output shaft 30th Has rotatably mounted idler gear can, if necessary, be displaced further in the axial direction towards the transmission input, where appropriate measures may have to be taken to achieve engagement between this idler gear and the other idler gear 86 of the wheelset 52 ' to ensure.

The dual clutch transmission 20 ' can consequently be implemented with only five gear set levels and two clutch levels, and can therefore be built very compact in the axial direction.

The 3 and 4th show modifications of the in 2 shown dual clutch transmission, which in terms of structure and mode of operation are generally the dual clutch transmission 20 ' of the 2 correspond. The same elements are therefore denoted by the same reference symbols. The main differences are explained below.

With the dual clutch transmission 20 " of the 3 are the wheelsets 52 " and 48 " interchanged in the axial direction, so that the idler 86 of the wheelset 52 " is directly axially adjacent to the idler gear 72 ' of the wheelset 84 . The clutch 54 " to engage the forward gear 2 is on the axial side of the gear set facing away from the gearbox input 52 " arranged.

The idler wheel 49 " of the wheelset 48 " is rotatable on the second output shaft 32 stored.

Accordingly, the clutches are also 50 " , 88 " , which are integrated in a clutch pack, on the second output shaft 32 arranged.

4th shows a modification of the double clutch transmission of 3 . This in 4th shown dual clutch transmission 20 ''' differs from the dual clutch transmission 20 " of the 3 by the fact that the idler wheel 49 ''' of the wheelset 48 ''' on the first output shaft 30th is arranged so that its associated clutch 50 ''' with the clutch 54 " of the wheelset 52 " forms a clutch pack. The clutch 88 for engaging and disengaging the reverse gear stage R is designed as a simple clutch and is still on the second output shaft 32 arranged.

Overall, depending on the embodiment, a reduction in the overall axial length can result from the fact that the idler gear for the forward gear stage 2 is shifted towards the transmission input. It is also present in the embodiments of FIG 2 to 4th possible, the idler gears for the forward gear stages 3 and 5 on the first output shaft 30th to relocate, taking a parking lock gear 90 with the second output shaft 32 is connected.

Overall, shorter shafts and an axially shorter housing result. All of this can lead to reduced shaft deflection. Overall, there may also be a reduced use of material. A better package situation in the engine compartment preferably results.

Furthermore, it is not necessary to equip a loose wheel with two coupling bodies, so that the overall complexity can also be reduced.

Through the arrangement of the parking lock wheel 90 on the second output shaft 32 an actuating arrangement for a parking lock arrangement can be implemented in a structurally simpler manner.

Claims (8)

Double clutch transmission (20) with - an input shaft arrangement which has a first input shaft (22) and a second input shaft (24); - a first partial transmission (26) which is assigned to the first input shaft (22), and a second partial transmission (28) which is assigned to the second input shaft (24), - a first output shaft (30) and a second output shaft (32) , with the output shafts (30, 32) each having an output gear (56, 58) assigned to it, - a plurality of wheel sets (40 ', 44', 48 ', 52', 84), each of which has an idler gear and an engaging gear have stationary fixed gear, wherein a first gear set (40 ') of the gear sets is assigned to one (28) of the sub-transmissions and has an assigned first idler gear (68') which is rotatably mounted on one (32) of the output shafts, a second gear set ( 84) of the gear sets is assigned to the other partial transmission (26) and has an assigned idler gear (72 ') which is rotatably mounted on the same output shaft (32), the first idler gear (68; 68) assigned to the first gear set (40') ') and the idler gear (72') assigned to the second gear set (84) via a e lock-up clutch (64 ', B) can be connected to one another in order to set up a winding gear stage (1), the first gear set (40') having a second idler gear (78 ') which is rotatably mounted on the other output shaft (30) and is assigned clutch (42 ') can be connected to this in order to achieve a gear step (3; 5), the idler gear (72 ') assigned to the second gear set (84) being connected to a hollow shaft section (96), on the outer circumference of which the first idler gear (68') assigned to the first gear set (40 ') is rotatably mounted the first idler gear (68 ') assigned to the first gear set (40') and that of the second gear set (84) assigned idler gear (72 ') are arranged directly adjacent to one another in the axial direction, with an idler gear (49; 86) of a further gear set (48'; 52 ') assigned to the other sub-transmission (28), in the axial direction directly adjacent to the Idler wheel (72 '), which is assigned to the second wheel set (84), is arranged. Dual clutch transmission according to Claim 1 , characterized in that the clutch (42 ') assigned to the second idler gear (78') of the first gear set (40 ') and a clutch (80') for an idler gear of a gear set (44 ') which is assigned to a further gear step (3) which is assigned to a partial transmission (26), are integrated into a first clutch pack (42 ', 80'). Dual clutch transmission according to Claim 1 , characterized in that a clutch (85) assigned to the second gear set (84) and the lock-up clutch (64 ', B) are integrated in a second clutch pack (64', B, 85). Dual clutch transmission according to Claim 3 , characterized in that the idler gear (72 ') assigned to the second gear set (84) is arranged on an axial side of the first idler gear (68') assigned to the first gear set (40 '), the second clutch set (64', B, 85) is arranged on the opposite axial side of the first idler gear (68 ') assigned to the first gear set (40'). Dual clutch transmission according to Claim 2 and after Claim 4 , characterized in that the first clutch pack (42 ', 80') and the second clutch pack (64 ', B, 85) are aligned with one another in the axial direction. Dual clutch transmission according to Claim 1 , characterized in that the further gear set (48 ') is assigned to a forward gear stage (4) or is assigned to a forward gear stage (2) and a reverse gear stage (R). Dual clutch transmission according to one of the Claims 1 - 6th , characterized in that a parking lock gear (90) is fixed to the one output shaft (32). Dual clutch transmission according to Claim 7 , characterized in that the parking lock gear (90) is arranged in the axial direction between the first idler gear (68 ') of the first gear set (40') and the output gear (58) of the one output shaft (32).

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